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4 Answers

Identifying an inoperative LOM

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FAA Regulations, Instrument Rating

I recently took an instrument check ride and came across an interesting question during the oral portion of the test.  Referring to the ILS or Loc RWY 1 at KILG, the question was asked how I would identify the final approach fix with an inoperative marker beacon.  After studying the plate for a moment, I suggested that we could use the 267 radial from the Woodstown VOR to cross check with the localizer.  My examiner told me that we could not use that radial since it does not actually intersect the localizer in the plan view.  I acknowledge that the depiction is showing a heading and not a radial, however I do not see why it could not be utilized to identify the LOM since the information depicted states 2000 to LOM.  I spoke with two CFIs and both agree that we should be able to identify it as I exclaimed.  The examiner, however, explained that the only way to legally identify it would be through the NDB.  What do you think?

4 Answers



  1. Kris Kortokrax on Dec 24, 2014

    Interesting that no one told you that there is a difference between the ILS and the LOC.

    The final approach segment for the ILS begins a glide slope intercept, not at the LOM.

    The final approach segment for the LOC begins at HADIN and can be identified by:

    1. the audible or visual signal from the Marker Beacon,
    2. the identifier for the NDB audibly heard with needle reversal on the ADF,
    3. a fix depicted on a suitable RNAV unit or
    4. the approach controller identifying the fix for you on his RADAR.

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  2. John D Collins on Dec 24, 2014

    To add to Kris’s answer, if the VOR can be used to identify the fix, it will show as an arrow continuing thru the waypoint or fix as is the case with ZEMAR or CASTL. Note the radial for the feeder rout to the LOM is not shown with the extended arrow after the localizer center line. This means that the radial is not used as a part of the waypoint definition. Also, if a fix can be determine using RADAR, it will have RADAR noted with the fix as is the case with BLARE. The route from OOD to the IAF at HADIN presumes an ADF receiver although a suitable RNAV system may substitute for the NDB. DME is required for the missed approach hold. A suitable RNAV system may substitute for the DME as well.

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  3. Michael Lerro on Dec 24, 2014

    Thanks for the answer guys. Just to clarify, Kris, I am well aware of the difference between the ILS and the Loc, as well as the final approach segments of each. The question that was poised to me, and I guess I did not clarify it well enough, was how to identify the LOM with an inoperative market beacon. That being said, I do agree with both John and you, however, I am still a bit perplexed as to how you can track from OOD to the LOM, but cannot use the radial to identify the fix. In other words, the feeder route should take you directly to the LOM (otherwise it would not serve a very good purpose) and would thereby intersect it. My examiner explained the same thing you did John, which does make sense to me. That being said, if the 267 radial from OOD was set in the number two nav, albeit not the legal way to identify it, shouldn’t the needle center directly at the LOM?
    Again, thanks for the feedback, it’s always appreciated.

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  4. John D Collins on Dec 24, 2014

    I had asked a similar question to the Chair of the ACF (Aeronautical Charting Forum). He is the responsible FAA person for TERPS criteria.

    He said:

    “Since there is no other fix makeup (crossing radial, DME, RADAR), it requires the use of the ADF for holding and arrival from the VOR radial.”

    This applies to your case as well.

    When navigating between two ground facilities, one is expected to switch to the one being navigated to at the half way point. You are navigating to the IAF at the LOM.

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